Fluid drive



April 1'4, 1942 vc. A NERACHER FLUI `DRIVE H Filed Jupe 2, 1939 :sSheets-sheet 1 A TTORNEYS.

April 114, 1942.

c. A. NERACHIER FLUID DRIVE Filed June. 2, 1939 5 Sheets-Sheet 2 ATTQRNE Ys.

April 14, 1942.

c. A. NERA'CHER AFLUID DRIVE Filed June 2, 31.939

' 1N I/NOR I ATTORNEI.

Patented Apr. 14,* 1942 N .UNITED STATES Cllryller Co A. xemacs, nea-on,auch.,

aligner lo rpontion, Highland Park. mela', a corporation o! DehwareApplication .im 2,1m, saisi No. :11,041

1 claims. (ci. lar-.11) A Ythe fluid in the coupling lto rise withconsequent This invention relates to motor vehicle drive mechanism. Moreparticularly, it relates to 4power operatedcontrol mechanism for motorvehicles having :a fluid coupling for connecting the engine to the'transmission mechanism thereof.

The primary object of the invention is to provide in a drive employing afluid coupling, a releasing deviceA for automatically releasing thedrive of the-iluid coupling when it is desired to shift gears and whenthe vehicle is stopped or is traveling at an extremely slow speed withthe throttle closed.

Other objects and advantages will be apparent i from the followingdescription.v

-. The invention will be described with reference tothe accompanyingdrawings which show an illustrative embodiment thereof.

In the drawings, Fig. 1 is a fragmentary side elevational view of avehiclepower plant with' some of the parts broken away to show internalconstruction.

Fig. 1A nis a fragmentary rear elevational view oi!` the acceleratoractuated linkage of Fig. 1.

, Fig. 2 is a plan view of the apparatus shown in Fig. 1.

and fluid connections between said parts.

In a vehicle power transmission employing a v uid coupling, or fluidclutch as these devices are sometimes called, it is not necessary to.break the drive when the vehicle' comes to a stop due to the inherentslip" between the drive and driven elements of the uid coupling.J Thetype of fluid coupling used in present day Vmotor vehicles is especiallyconstructed to provide a relatively high slip at low speeds of rotationin order to minimize the driving tendency at low engine speeds and cutdown the amount of pow` .er that'must beabsorbed within the couplingduring the time that the vehicle is at rest with the transmissionconnected and the engine operating.

In spite of such provision, a severe heating problem is sometimesencountered under coner for a long time. This power is, of course, dis..sipated in heat which causes the temperature of a .diagrammatic view ofthe various parts' of the apparatus illustrating the electrical 35 Dec,5, 1939.

5:, connected with said I expansion thereof.

The present invention provides-means for `au' tomatically disconnectingthe runner of the fluid whenever the vehicle n comes to a stop with thethrottle clod.`

invention also provides means for automagically disconnecting the drivefor shifting the .1o transmission gears thereby preventing clashingthereof, as frequently occurs due to the drag of the fluid in the fluidcoupling. y

Referring to Fig. 1, it will'be seen that I have illustrated the drivereleasing means as consisting of a friction clutch B operated by avacuumactuated servo-motor D, but it is desiredto point s' coupling fromthe input shaft of the transmission out that other types of drivereleasing means may be used, such as a dog clutch or other device andvarious other types of servo-motors, such as those actuated by air, oilor electric current, may besubstituted for my vacuum motor.

In Fig. 1, drive from the vehicle motor M is transmitted to the changespeed `transmission T through a fluid coupling A which may be of any 25suitable type. A friction clutch B is provided for disconnecting thedrive of the fluid coupling runner from the' transmission when desired.While various types of fluid couplings and fric-i tion clutches may beused. it is preferred to em- V.scribedl and claimed in the applicationof Arthur J. Phelan et al., Serial No. 274,240, led in the United StatesPatent Ofce 0n May 17, 1939, which has issued as Patent No. 2,182,407,dated Referring to the drawings, in whichvlike' ref- 'erence charactersdesignate like parts in the i'ol A30 ploy a coupling and clutch unitlike that de-- lowing description, Flg. 1 illustrates, in side ele.

vation,a motor vehicle power plant which com- .10 .lu'isesv a motor M ofthe internal combustion type. The motor M is drivingly connected toimpeller il o a uid coupling A, the runnerV Il of said coupling beingconnected to the input shaft o; the change speed transmission T ifthrough the friction clutch B. The transmission A bined manual andautomatic transmission may be used.

ly 4 `mmtrolled by a pedal l2 ,which Operates through a linkage about tobe described, but it y is preferred to control the clutch B`automatically by the uid actuated motor D which is inter- The frictiondurch B is sdapteato be manual- Pedal I2 is mounted on a shaft I3jomnaled in the bracket Ilv carried by the chassis sill l5. Forwardmovement of pedal I2 is transmitted by means of a link I5 to theupstandingarm Il ofa. bellcrank I1 carried by a cross-shaft I8 which isjournaled at one end in a bracket I3 carried by the outer chassis.lrail, and at its other end in a bracket20 supported on the clutchhousing 2l. 'I'he latter end of cross-shaft I3 has a downwardlyextending lever 22 which carri one end of a compression link 23, therearward end of which is connected to the release fork 2l of the clutchB. It can thus be readily seen that forward movement of pedal I2 aboutshaft I3 will produce a corresponding forward movementof link I6 which,in turn, will rotate cross-shaft l! counterclockwise and thus actuatelink 23 rearwardly to effect a disengagement of clutch B.

' Upon release of pedal I2, the clutch pressure springs (not shown) willengage the clutch and This is the position of the parts when the clutchBised.

return the linkage to the position shown in rig.

end to the downwardly extending portion 2l of .u

the bracket, Il, and its forward end is attached at 26' to one end of aU -shaped link 25 pivotaliy carried at 30 by the arm 25 of the bellcrankI1'.

Thebellcrank I1' and link 25 are so arranged that no rotative force isexerted by the spring 21 on the rod I8 when the parts are in their Fig.l position with theclutch B engaged. As can be seen from Fig. 1, whenthe parts are in the position'shown, the force of spring 21 is effectivealong'a straight line passing through the pivot 3o, the axis of thecross rod Il and the point 25',

thus no turning force is exerted by the spring. However, as soon as therod I8 has been initially rotated in a counterclockwise direction,either by the pedal I2 or by the power meansabout to be described, -thearm 25 of bellcrank I1' will be moved downwardly and the line of forceof spring 21 which always passes through the points 38 and 26' will nolonger intersect the axis of rod il. Spring 21 will then exert adownward force on the arm 25 tending to rotate rod I8 counterclockwiseand assist in electing disengagement of clutch B. Y

The motor M is equipped with the'usual intake manifold 3| whichfurnishes a supply of vacuum y for `the motor D through the pipe 32disposed adjacent the steering column 33. Vacuum from the manifold 3lenters the motor D through a solenoid lcontrolled valve E which connectsplpe 32 with one side of the motor D through pipe 3l. The other side ofthe motor D is connected to y valve E through a regulator valve R. whichcoin-` municates with valve E through pipe 35 and with "clarity, it maybeV seen that the valve E and its control solenoid S are shown in closedposition with the vacuum supply pipe 32 closed olf from communicationwith the cylinder of motor D.

Solenoid S is provided with the usual field coil 33 which is connectedthrough wire Il to one side of a make-and-break switch F, the latterbeing connected throughwlre ll,switch 42 and wire 43tothevehicleignitionswitch whichisinturn connected to one side of thevehicle battery as is well hiown in the art. The switch 42 is intendedtobemmmtedonthevehicleinstrumentpaneland is for the Purpose of renderingthe valve E inoperative when desired. the switch I2 isleitclosedanditwillbeso assumed during the following description.

The switch l? may be of any suitable type and isenclosedinacasinglsupportedontoo ofthe motor M by a bracket l5. The switch F is designedtobeopenedorclosedbymeansofalever I1 which is connected to thethrottle control linkage by a link I8. The throttle control linkage ismounted on a bracket suitably fastened to themotorMandcomprlses (seeFig.1A) a composite lever which consists of a substantially U-shapedbellcrank 5l having an offset arm 5I pivoted thereon at 5I'. Thebellcrank lever 5l ispivotednthebracketbyapin 52 andistotheacceleratorpedal 53hyalink5l for movement thereby.

The upper end of the arm 5I has pivotal connection with the link I3, thesaid connecting bemg axially aligned with the pin 52 as illustratedinFlg.lA. 'lhelowerend ofarmSIsconnected by a link 55 with a. leven-56carried by a rod 51 which 1transversely over the top of the motor M andcarri on its remote end a lever 53 which is in turn connected-throughlink 53 with the throttle valve control arm 5l. A stop 5I issupportedonthecasing ofswitchlinsuch Position that the movement of lever41 is limited to a range of movement just sirliicient to openthe switch.A movement of one-eighth of an inch has been found suiiicient inpractice.

It will thus he seen that depreion of the accelerator pedal 53 to openthe throttle of motor M will eiect a forward movement of link 5I.Because of the throttle valve return spring (not shown) which isconventionally provided to urge the throttle valve arm 5I) to closedposition and the hictional resistance in the linkage 55, 55,

51 and 5I, the lever 5i will tend to move about the point 55' as a pivotand the force exerted at 5l will thrust the link I8 upwardly therebyAmoving the lever I1 clockwise against the stop 5i and eifecng anopening of the circuit through switch F, the latter being in closedwhenever the pedal 5 3 is in throttle closed position. As soon as thelever l1 comes to rest against the stop 5I,the lever 5I can no longerpivot about point 55' and, upon further depression of the acceleratorpedal 53, pivots about the lower end of the link I8 which, as aforaid,is in alignment with the lower pivot ofthelinkandthnistslinkupwardlytoopen the throttle valve through the linkage 55,

' 51, 53. 5l and 5B.

Assuming that the field coil 38 of solenoid s is grounded, it will thusbe obvious that solenoid Sisenergizedwhenpedal 53 isinthrottle closedposition and that initial throttle opening movement of the acceleratorpedal 53 will open the circuit between the wires ll and 4I and de- Yenergize the solenoid whereupon the valve E,

more fully explained and clarified further on in this speciiicailon.

The other side of the solenoid eld coll 36 is connected-to ground (inthis instance the vehicle frame) through wire 62. The latteris groundedo n the vehicle in two places through switches K and L respectively, thepurpose of which will be now explained. The switch L is mounted on topof the tra'n casing T and comprises a switch arm 63 pivotally mounted at64 in the switch-cover 65. A coil spring 66` is arranged about the pin64.111 such manner that the arm i 63 is normally biased intocontact-with the contact element 61 as shown in Pig.' 3. The element 61is in electrical contact with the pin 63 carried by the terminalmounting member 69, the pin 68A wardly through the opening '14 into thetrans# mission casing T where it is adapted to be engaged by the forwardend of the second-andhigh gear shifter rail 15, In Fig. 3, the partsareshown in their positions when the shifter rail 15 is in neutralposition, the wire 62 being grounded to the vehicle frame through theswitch arm 63. Upon the transmission T being shifted into high gear (ordirectdrive) Ythe rail 'I5 will be shifted forwardly ofthe vehicle andwill engage the lower end of the arm 63 causing the same topivot aboutthe pin 64 against the force of the spring 66 and break the contactbetween 'arm 6 3 and 4element 61. Such action will of course render. thesolenoid S inoperative regardless of the position of switch F providedthat switch K is also open. Y.

Switch K provides a second connection to ground for the wire 62. Thelatter is connected to thecontact' li 0f Switch K through wire $2', theother contact 11 being' grounded to the vehicle frame. Switch K isgovernor controlled,V the entire mechanism being enclosed in a casing 18mounted on the bottom of the vehicle noorboard 19. l l

The governor mechanism G comprises a pair of nybaii weights la suitablymounted by iinks al in a shaft 92, the latter being driven from theregular speedometer drive cable of the vehicle. The aforesaidspeedometer drive cable 83 is driven in the well-known manner from thetail shaft of the transmission T and the drive yfor the ilyballweights-3l is taken olf the said cable by cutting the'cable andinserting the shaft 82 between the two halves thereof. A pair ofgearsets 84-65 of suitable ratio are provided to drive the. shaft 82andthe upper'portion of the cable ,3 ai which time of course theeable nis stationary. As soon as the vehicle starts to move.A

the cable 83 begins to rotate and the flyballs begin to moveoutwardly-under the influence of centrifugal force as is well understoodin the art. The mechanism is designed so that the contacts 16--11 willremain engaged until the vehicle reaches a speed just above normalidling v speed of the motor M or above four or five miles per hour. atwhich time the collar 86 willhave moved toward the left of- Flg. 3 asutllcient' distance to separate the contacts 'I6-11 and l thus breakthe ground connection of solenoid S through wire 62'. vIt is thus.obvious that the solenoid S will be inoperable-when the vehicle istraveling above approximately live miles per hour in high gear. v v

Referring now again to the vacuum motor D and its associated mechanism,it will be seen that when the solenoid S mdc-energized,v the plunger 39thereof is forced upwardly by the spring 94, thus forcing the resilientplunger element 95 against the lower opening passage 91 and closing oil'communication between the pipe 34 and the valve chamber 98. Vacuum ispresent i-n chamber 99 at all times when the motor M is operating andsimilarly, vacuum is present at all times in the 'chamber 99 of theregulator valve R in rear which of cours'e is connected to thespeedometer itself (not shown). y g

The flywheel linkage 3| includes a collar 66 slidable axially oftheshaft I2 which is adapted to receive the fork `portion'of a forklmember I1 which is pivoted to'the casing 16 at 33. The member 81ispivotally connected with a link 69 which has pivotal connection at itsopposite end with an arm 96 pivoted on the casing 10 at 9|.

The arm 90 has a flexible extension 92 whichY carries the movable switchcontact 11, a spring member 93 acting to urge the extension element 92into alignment with the arm 90.

'I'he arrangement is such that the contacts 16--11 are engaged whenthevehicle is at rest actuated by the motor D without of the diaphragm |00because of 'the pipe connection |0|.`

Energization of solenoid S will cause plunger i 39 to instantly movedownwardly against the spring 94 opening pipe 34 to chamber 96 while atthe same time closing the passage 96. The air present in the rearwardend of the motor D will thus be evacuated and piston rod |02 will moverearwardly, therebyreleasing clutch B. It will be. noted thatcounterclockwise rotation of the cross shaft I8 under the influence ofthe piston rod |02 of motor D will not effect a depression of pedal I2because of the lost motion connection ||0 between link I6 and arm I1.tion consists of a slot III formed in the forward end of link I6 whichengages a pin H2 carried by the upper end of arm I1. From the drawings(Fig. 1) it may be seen that rod |02, arm 22, cross 'rod I9, bellcrankI1' and link 23 may be disturbing the position of pedal I2. The clutchlinkage may of course Abe manually actuated by the pedal I2 at any timedueto thefact that the pin H2 is in the rear of slot Il I when clutch Bis in engaged position. A check valve J is provided in connection withmotor D for admitting air from the atmosphere into motor D to provide apressure differential for operation thereof to disengage the clutch. v Y

Clutch B will remain disengaged solang as thesolenoid S is energized andmotor M is running. De-energization of solenoid S (by opening the switchF) will permit spring 94 to move plunger 39 upwardly thereby closing oifchamber 91 from communication between pipe 34 and pipe 35 which leads tothe other side of the motor D throughv the regulatorrvalve R. Depressionof the pedal 53 further will tend to speed up the motor'M and cause adrop in the vacuum present in chamber 99 of valve E and chamber 99 in.valve R, chambers 98 and 99 being connected by This connec-A Ymeans forreleasing the drive of the fluid coupling A under certain conditions ofvehicle operation, these conditions being those under whichtisnormallydesirabletoeffectareleaseofthe drive. In describing theoperation of the device as 'a whole, let it be assumed that the'vehicleis yatrestwitlithemotorllrimningandthepcdal 53 in throttle closedpotion. Under these conditions, switch F is closed and solenoid S isenergized, both ground switches K and L being closed. The transmission'I' may be manipulated into low gear (assuming that a conventionalthree-speed, manually operated gearset is provided) and the pedal 53depressed whereupon the switch F will be opened thus de-'energizingsolenoid S and effecting engagement of clutch B. After' accelerating thevehicle in low gear, the driver may release the pedal 53 which willreturn to idle position under the influence of spring 53', closingswitch F and energizing solenoid S which will still be grounded throughswitch L even though the vehicle be traveling at a speed above five M.P. H. The transmission T may then be shifted into intermediate or directdrive and the vehicle accelerated asbefore. If the shift is made intointermediate speed, clutch B will be disengaged whenever the acceleratorpedal 53 isreleased. Iftheshiftismadeinto direct, switch L will beopened as described above and clutch B will thereafter remain engagedregardless of the position of the pedal 53 provided that the speed ofthe vehicle is above ve M. P. H.

Upon coming to a stop at a tramo light or for other reason; the drivewill be released without eifortonthepartofthedriverassoonasthe vehiclereaches a speed below five M. P. E. with the pedal 53 in idle position.

The above described invention eliminates the diiiiculties present inprior fluid coupling driving arrangements such as creep of the vvehicleat engine idling speeds, clashing of gears during shifting, overheatingof the fluid, etc. It also makes possible a simpler and more economicalfluid coupling construction because all need for baille elements andother devices for interrupting the circulation of the fluid at lowengine speeds In addition to these and the aforesaid advank tages, amore flexible and more easily operated vehicle power transmission isprovided.

Other modifications and changes will bereadilyapparenttothoseskilledintheartfromthe description herein which isfor illustrative purposes only, and it is not intended to limit theinvention in its broader aspects except as set forth in the claimsappended hereto.

I claim:

1. In a motor vehicle drive m including a variable speed ratio fluidcoupling, power operated means for releasing the drive of said coupling;electrically operable means for controlling the operation of said poweroperated means; athrottle control element on said vehicle adapted to bemanipulated by the driver thereof; a switch connecting oneside of saidelectrically controlled means with a source of electrical energy andadapted to be closed when anda said throttle control element is inthrottle closed position and to be opened when said element is movedtoward open. throttle position, and means for automatically renderingsaid electrically operable means inoperable upon the manipulation ofsaid transmission into high speed ratio drivmg position at a speed inexcess of approximately five miles per hour.

2. In a motor vehicle drive mechanism including a variable speed ratiotransmission and a fluid coupling, power operated means for releasingthedrive of said coupling; -a solenoid for controlling the operation ofsaid power operated means; a source of electrical energy; a. circuitconnecting said source with said solenoid; a driver operated throttlecontrol element; a switch in the circuit between said source and oneside of said solenoid adapted to be closed upon movement of saidthrottle control element to throttle closed position; a switch in thecircuit between said source and the other side of said solenoid, saidsecond switch being automatically opened upon the vehicle attaining aspeed in excess of idiing speed. Y

3. In a motor vehicle drive mechanism including a variable speed ratiotransmission and a fluid coupling, power operated means for releasingthe drive of said coupling; a solenoid for controlling the operation ofsaid power operated means; a source of electrical energy; a circuitconnecting said source with said solenoid; a driver operated throttlecontrol element; a switch in the circuit between said source and oneside of said solenoid v adapted to be closed upon movement of saidthrottle control element to throttle closed position.; a swih in thecircuit between said source and the other side of said solenoid, saidsecond switch being automatically opened upon said transmission beingshifted into high speed ratio drive.

4. In a motor vehicle drive mechanism including a variable speed ratiotransmission and a duid coupling, power operated means for releasing thedrive of said coupling; a. solenoid for controlling the operation ofsaid power operated means; a source of electrical energy; a circuitconnecting said source with said solenoid; a driver operated throttlecontrol element; a switch in the circuit between said source and oneside of said solenoid adapted to ce closed upon movement of saidthrottle control element to throttle closed position; a pair of switchesconnected in parallel in the circuit between said source and the otherside of said solenoid, one of said pair of switches being automaticallyopened upon the vehicle ata speed in excess of idling speed and theother of said pair of switches being opened upon the shifting of saidtransmission into high speed ratio drive.

5. In a. motor vehicle drive mechanism including a. variable speed ratiotransmission and a fluid coupling, vacuum operated means for releasingthe drive of said coupling including a vacuum motor and a valve forcontrolling the admission of vacuum to said motor; a solenoid forcontrolling said valve; a throttle control element; means operablyassociated with said element and operable upon movement; of said elementto idle position for energizing said solenoid vto open said valve, andmeans for maintaining said solenoid cie-energized during the driving ofsaid vehicle in high speed driving ratio at a speed in excess of idlingspeed.

6. In a motor vehicle drive mechanism including a variable speed ratiotransmission anda y iluid coupling, means for releasing the* drive oi'said, coupling; electrically operated means for controlling saidreleasing means; a throttle control element; a switch for energizingsaidelectrically operated means; and a llinkage interconnec/:ting saidswitch and said throttle control l element, said linkage .beingconstructed and arranged to open said switch upon initial throttleopening movement of said throttle control elej i ment and to close saidswitch upon return of said element to throttle closed'poswition'.`

7. In a motor vehicle-power transmisslonvmech- I, anisni. electricallyoperated means for releasing the drive of said transmission; a switchfor controlling said electrically operated means;` a throttle controllever; a bellcrank lever pivoted von said vehicle and having one armoperably connected to said throttle control lever; a lever pivotedbetween its ends on the other arm of said bellcrank lever, one ed ofsaid lever being 'open the throttle will actuate said switch;

CARL A. NERACHER.

